Air-brake apparatus.



PATENTED JUNE 12, 1906.

H. F. BIOKEL.

AIR BRAKE APPARATUS. APPLIGATION FILED NOV. 6. 1905.

2 SHEETSSHEET l.

mans-v. u. GRAHAM cm. PNOTO-LITRJGRAPMERS wAsmNmox. n a.

PATENTED JUNE 12, 1906.

H. F. BIGKBL. AIR BRAKE APPARATUS.

APPLICATION FILED NOV. 6. 1905.

2 SHEETSSHEET 2.

Mmochavkzas. wumuumm u c.

UNITED STATES HENRY F. BIOKEL, OF PLATNFIELD, NEW

PATENT omen JERSEY, assrenoa TOONEW YORK AIR BRAKE COMPANY, ACORPORATION OF NEW JERSEY.

AIR-BRAKE APPARATUS.

Specification of Letters Patent.

Patented June 12, 1906.

Application filed November 6, 1905. Serial No 286,098.

To all whont it may concern:

Be it known that I, HENRY F. BIOKEL, a citizen of the United States, anda resident of Plainfield, in the coimty of Union and State of NewJersey, have invented an Improvement in Air Brake Apparatus, of whichthe following description, in connection with the accompanying drawings,is a specification, like characters on the drawings representing likeparts.

This invention relates to an air-brake apparatus, and is applicable toair-brake apparatus of the kind now generally used upon steam-railwaysand known as the automatic air-brake.

The object of the present invention is to obviate certain objections ordifficulties that are experienced in the operation of automaticair-brake apparatus as heretofore commonly used, which are as follows:

In the operation of releasing the brakes while the train is running thebrakes near the head of the train will be released in response to theadmission of air through the trainpipe earlier than the brakes towardthe rear of the train by reason of the resistance to the flow of airthrough the train-pipe. This results in subjecting the couplings on thedrawbars between the cars of the train to severe strain, because, thebrakes on the forward part being released, the cars in that portion tendto move forward and draw away from those toward the rear portion of thetrain, the brakes on which are not yet released, and on long trains theresulting strain is sometimes sufficient to break apart the couplings atsome point in the length of the train, and thus to cause seriousinconvenience and danger. This difficulty is overcome by appliancesforming the subject of the present invention, which consist in means forretaining one or more of the brakes at the head of the trainas, forexample, the brakes on the locomotive or tenderapplied during theoperation of releasing the brakes throughout the remainder of the train,the retardation at the head of the train being sufficient to hold backthe cars near the forward part of the train, the brakes of which arereleased, until the brakes have become released throughout the entirelength of the train, thus keeping the cars bunched together andpreventing the strains upon the couplings which arise when the brakesare released in one part of the train while they remain applied inanother part of the train.

The appliances forming the subject of this invention for retaining someof the brakes applied near thehead of the train during the releaseoperation operate automatically to release said brakes at the head ofthe train as soon as the brakes have become released throughout theentire length of the train, and

thus do not materially delay the operation of releasing the brakes,although they serve efiiciently to prevent objectionable strains uponthe couplin s or connections of the train during the release operation.

Figure 1 is a diagram of a sufficient portion of an air-brake apparatusto illustrate this invention, and Fig. 2 is a sectional view of theappliances for causing the brakes at the head of the train to remainapplied until the brakes throughout the remainder of the length of thetrain have been released in the operation of releasing the brakes.

Referring to Fig. 1 of the drawings, the main appliances of theair-brake apparatus may be of any suitable or usual construction andarrangement, they comprising the main reservoir M R, connected by pipe 23 with the engineers valve E V, which controls admission of air to thetrain-pipe T P and discharge of air therefrom for the purpose ofgoverning the action of the brakes in the usual manner, the saidtrain-pipe communieating on each car with the triple valve T V,controlling the communications between the train-pipe and the auxiliaryreservoir A R, and the brake-cylinder B O, forming a part of each carequipment, in the usual manner.

As the construction and mode of operation of an apparatus of thischaracter is well known, it is unnecessary to make any detailedexplanation of the apparatus, it being sufficient for an understandingof the appliances specially involved in the present invention to knowthat in the operation of the automatic air-brake system the brakes areapplied by a reduction of train-pipe pressure, commonly effected bydischarging air from the train-pipe through the engineers valve, andthat the brakes are released by increasing the train-pipe pressure byadmitting air venting the release or retaining and,

from the main reservoir through the engineers valve into the train-pipe,the initial the force of which may be set in accordance with thepressure desired to be carried in the slight increase 1n pressure in thetrain-pipe train-pipe.

operating each triple valve to open the connected brake-cylinder to theexhaust, and thus cause the air to be discharged from thebrake-cylinder, and also to establish a relatively small communicationfrom the trainpipe to the auxiliary reservoir, so that the latterbecomes recharged to the normal pressure carried in the system, which iscommonly seventy pounds in freight-train equipments, this pressure beingmaintained throughout the train-pipe and auxiliary reservoirs of thetrain while the brakes are released or in running condition.

The appliances forming the subject of the present invention employed incooperative relation with the usual air-brake appliances above referredto comprise means for preif need be, increasing the braking pressure inthe brake-cylinder in one or more of the equipments near the head of thetrain and preferably in the equipment on the locomotive or tender, asthat is always at the head of the train under normal conditions ofrunning. The said appliances in the apparatus herein shown as anembodiment of the invention comprise a valvular appliance 4, interposedin the train-line at any point between the main reservoir and the brakeequipment, the brake of which is to remain applied during the releaseoperation until the remainder of the brakes on the train have beenreleased, the said valvular appliance 4 bein herein shown as interposedin the pipe 2 3 between the main reservoir and the engineers valve,there being also shown a reducing-valve 5 between the main reservoir andthe valvular appliance 4. The said reducing-valve is not herein claimed,as it has no essential operative relation to the appliances forming thesubject of this invention. It serves to prevent the pressure in thetrain-line and appliances beyond the same from exceeding a predeterminedamount for which the said valve may be set, while the pressure in themain reservoir may be maintained any desired amount in excess of themaximum thus determined for the train-pipe by the reducing-valve inorder to provide an amount of air under high pressure for the purpose ofrecharging the system with reasonable promptness when the brakes are tobe released after an application.

The valve proper, 50, of the reducing-valve is acted upon by thepressure coming from the main reservoir throu h passage 2 with atendency to open the said valve, and the airspace leading to andcommunicating With the train-pipe for the air-which has passed saidvalve 50 communicates by passage 51 with a pressure-chamber 52, in whichit acts upon a diaphragm 53 in opposition to a spring 54,

When the pressure of the air which has passed the valve 50 in thetrain-line exceeds the amount for which the spring 54 is set, it liftsthe diaphragm 53, which operates as a valve controlling a passage 56,leading to a cylinder or piston-chamber 57, containing a iston 58 oflarger area than the opening controlled by the valve 50, which piston isthen forced down by the pressure entering the passage 56, and thuscloses the valve 50, preventing further admission of air from the mainreservoir to the train-pipe, so that the desired predetermined pressurein the latter is not materially exceeded. A vent-passage 59 is providedfrom the space below piston 58 to the atmosphere, and asmallleak-passage 60 is provided from the space above said piston the resultbeing that when the pressure in t e train-pipe falls below thepredetermined amount for which the spring 54 is set the passage 56 isclosed and the pressure escapes from above the piston 58 throughleak-passage 60, permitting the train-pipe pressure on the valve 50again to open the same and admit air to the train-pipe until thepredetermined pressure is obtained therein, when the reducing-valve willact, as before described, to prevent the said pressure from beingexceeded. A handled stem 62 is provided for moving the valve 50positively, if need be.

The valvular appliance 4 controls a com munication 6 from theexhaust-passage of the triple valve T V (see Fig. 1) of the brakeequipment that is to remain applied during the release operation, thesaid exhaust-passage being the exhaust controlled by the triple valvefrom the brake-cylinder to the atmosphere, which is opened by themovement of the triple-valve piston in response to an increase intrain-pipe pressure, as in the operation of releasing the brakes, andwhich remains open is the normal running condition while the brakes arereleased.

Referring to Fig. 2, the duct 6 from the exhaust passage of the brakecylinder and triple valve communicates, through valve appliances in thecasing 7, the purpose of which willbe hereinafter explained, with a port8 in the seat of a valve 9, which in the position shown in full lines,Fig. 3, connects the said port 8 with the exhaust-passage 10, leading tothe atmosphere. The said valve 9 is adapted to be operated by a pistonor abutment 12, interposed in the train-line or main duct, through whichthe air flows from the main reservoir to the train-pipe in the operationof charging the train-pipe, the said piston 12 being loose-fitting orprovided with passages through or around it, as indicated at 13, suchthat a moderate or slow flow of air (such as the flow to compensate forleakage of the train-pipe pressure and the flow which takes place whilethe auxiliary reservoirs are being recharged) may pass the pistonwithout'moving the same in opposition to the spring 14, which tends toretain the parts in the position shown in full lines, Fig. 2, in whichthe stem 15, connecting the valve 9 and piston 12,is held by the spring14 against a stop 16. The cylindrical chamber or lining 17, in which thepiston 12 works, is provided with lateral openings 18, such that whenthe piston 12 is moved to the dotted-line position the air can flow withcomparative freedom past the periphery of the piston, as indicated bythe dotted arrows. The movement of the piston 12 to the dotted-lineposition also moves the valve 9 to dotted-line position, cutting offcommunication between the exhaust-passage 6 from the triple valve andthe exhaust-port 10 to the atmosphere and establishing communicationbetween said exhaust-passage 6 and the interior of the valvechamber 19of the valve 9, which chamber is a part of the line of communicationfrom the main reservoir to the train-pipe and contains air at train-pipepressure.

The operation of the appliances thus far described is as follows, theyaffecting the action of the apparatus only in the release operation: Inreleasing the brakes the engineers valve is manipulated to establish acomparatively free communication between the pipe 2 3, leading from themain reservoir, and the train-pipe T P, so that compressed air flowsrapidly from the main reservoir into the trainpipe, the pressure inwhichis at this time below the normal by an amount determined by thebraking force which has been produced in the preceding application ofthe brakes. The rapid flow of air from the inlet-passage 2 to theoutlet-passage 3 of the valve appliance 4 produces sufficient excess ofpressure upon the side of the piston 12 toward the inlet to cause thesaid piston to be moved against the force of the spring 14 to thedottedline position, when a passage will be afforded through theopenings 18 around the piston for the comparatively free flow of air.This movement of the piston 12 will move the valve 9 to the position tocut ofi communication with the exhaust-port 10 and to establishcommunication from the valve-chamber 19 and trainline through the pipe 6to the exhaust-passage in the triple valve from the brake-cylinder ofthe equipment controlled by the appliances under consideration, theresult being that in response to the movement of the triple-valve pistonthe brake cylinder exhaust instead of being connected to the atmosphere,and thus exhausting the brakecylinder pressure and releasing the brakes,is connected to the train-line, which thus tends to charge thebrake-cylinder and prevents the brake-cylinder pressure from beingreduced and the brakes from being released in that equipment. The partswill remain in this condition so long as the train-pipe is receiving airfreely, which goes on until it has become charged throughout the entirelength of the train sufiiciently to move all of the triple valves torelease position, and thereby to release the brakes, after which theslower flow of air employed in recharging the auxiliary reservoirs doesnot give sufficient rapidity of flow to produce sufficient pressure onthe piston 12 to overcome the force of the spring 14, which willthereupon move the piston 12 back to the normal position shown in fulllines, and the further relatively slow flow of air from the mainreservoir to the trainpipe for fully recharging the auxiliary reservoirs will then take place through the passages in or around theabutment 12. When the piston thus moves to its normal position, itcarries with it the valve 9, thereby connecting the exhaust-passage 6from the brake equipment under consideration to the exhaust-port 10 andpermitting the air to be exhausted from the brake-cylinder of saidequipment when the train-pipe has become charged sufliciently to releasethe brakes throughout substantially the whole length of the train.

It will be observed that the timing of the release of the brakeequipment subjected to the action of the special appliances is automaticand that the release will take place practically as soon as the brakeshave been released throughout the train, whatever-its length may be, andconsequently the head portion of the train will remain retarded un tilthe remainder of the train has become fully released, therebyeliminating the strains incident to the release of the brakes at thehead of the train, while those at the rear remain applied.

The valve appliance 7, before mentioned, is for the purpose of governingthe amount of braking pressure in the brake-cylinder of the equipment,which remains applied during the release operation. The said valveappliance is essentially a pressure-regulating valve comprising a valveproper, 20, controlling communication between the passages 6 and 8 andbeing shown in the form of a check-valve which would naturally be seatedwhen the pressure in 8 is greater than the pressure in 6. The said valve20 is actedupon by a spring 21, bearing upon a diaphragm or pistonengaging the stem of the valve 20 and tending to retain the same open orunseated.

The diaphragm or piston 22 is subjected to the pressure in the passage 6between the valve 20 and the triple valve and brake-cylinder, and thespring 21 is adjusted to bal ance a pressure on the diaphragm 22substantially equal to the pressure which it is desired should bemaintained in the brake-cylinder of the equipment, the brakes of whichare to be retained applied until the remainder of the brakes of thesystem have become released. The spring 21 may be set, for example, tobalance a pressure of thirty-five pounds to the inch in the passage 6.If, therefore, the braking pressure is less than that amount at the timewhen the brakes are released, the opening of the valve 9 in the rerelease operation, as before described, will permit air to flow from thetrain-line through the passage 8 and past the valve 20 into the passage6 and brake-cylinder and will increase the braking pressure in saidbrake-cylinder until it rises to the desired predetermined amount, whenthe said pressure, acting upon the diaphragm 22, will overcome thespring 21 and lift the diaphragm, and thus permit the valve to be seatedand 20 prevent further admission of air from the train-pipe t0 thebrake-cylinder. As soon, however, as the valve 9 establishes communication with the exhaust-port 10 the brakecylinder pressure, acting uponthe valve 20, 2 5 will unseat the same, and the brake-cylinder pressurewill be exhausted, the spring 21 retaining the valve 20 open normally,so that no pressure is retained in the brake-cylinder. If thebrake-cylinder pressure was greater 0 than the predetermined amount atthe time when the release operation was performed, the valve 20 wouldremain seated and the braking pressure then in the brake-cylinder wouldbe retained until the brakes had been 3 5 released throughout the trainthe same as before described.

It will be recognized that the closing of the exhaust from the equipmentaffected by the apparatus, as is done by the valve 9, would prevent therelease of the brakes even if communication were not established fromthe train-line to the brake-cylinder and that a useful result would beobtained without the further provision for establishing communicationfrom the train-line to the said brakecylinder.

It is obvious that the appliances herein described do not depend fortheir operation upon the specific construction of the appli- 5o ances ofthe air-brake system or equipment with which they are employed and thatthe invention is applicable to various forms of air-brake equipment ofthe general character of that herein described. 5 5 The term train-lineis herein used to indicate substantially the entire line of communication in the system adapted to be supplied from the main reservoir.

What I claim i.s-

1. The combination with an automatic airbrake apparatus; of meansresponsive to flow of air into the train-pipe in the release operationfor delaying the discharge of air from the brake-cylinder of one of thebrake equip- 6 5 ments, substantially as described.

2. The combination with the brake-cylinder of an automatic air-brakeapparatus; of a valve controlling the exhaust from said brake-cylinder;and means responsive to flow of air through the train-pipe for operatingsaid valve to close said exhaust while air is flowing through thetrain-pipe in the operation of releasing the brakes, substantially asdescribed.

3. The combination with a brake-cylinder of an automatic air-brakeapparatus; of a valve controlling a communication from saidbrake-cylinder to the train-pipe and to the atmosphere; and meansresponsive to flow of air through the train-pipe in the operation ofreleasing the brakes for moving said valve to cut off communication fromthe brake-cyl inder to the exhaust, and establish communication with thetrain-pipe, substantially as described.

4. The combination with a brake-cylinder of a valve controlling theexhaust from said brake-cylinder; a piston controlling said valvesubjected to the flow of air for charging the train-pipe, and providedwith passages for accommodating a relatively small flow of air; and aspring acting in opposition to the pressure of air upon said piston, asdescribed, whereby the piston is moved in opposition to the spring onlyin response to a relatively large flow of air through the train-pipesuch as takes place in the operation of releasing the brakes.

5. The combination with a brake-cylinder of an automatic air-brakeapparatus; of a valve controlling a communication from saidbrake-cylinder to the train-pipe and to the atmosphere; means responsiveto flow of air through the train-pipe in the operation of releasing thebrakes for moving said valve to cut off communication from thebrake-cylinder to the exhaust, and establish communication with thetrain-pipe; and a pressureregulating valve in said communication fromthe train-pipe to the brake-cylinder adapted to be closed when thepressure inthe brakecylinder exceeds a predetermined amount.

6. The combination of a brake-cylinder, and a valve controlling therelease of braking pressure therefrom, with an actuating-piston for saidvalve subjected to pressure of air flowing into the train-pipe, and aspring acting in opposition to said pressure; a relatively small passagefor train-pipe air past said piston when in normal position, and arelatively large passage past said piston when moved by train-pipepressure in opposition to said spring, release of braking pressure fromsaid brake-cylinder being prevented by said piston when moved by therapid flow of air into the train-pipe for releasing the brakes.

7. In an automatic air-brake apparatus, means responsive to the releaseoperation for preventing the release of the brakes of one or moreequipments at the head of the train In testimony whereof I have signedmy and means responsive to the release of the name to this specificationin the presence of remainder of the brakes throughout the twosubscribing Witnesses.

train for causing the release of the brakes at HENRY F. BICKEL. the headof the train, for the purpose of pre- Witnesses: venting the pullingapart of the train during JAMES D. CARTIN,

the release operation. I HERBERT L. KENAH

